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Hello and welcome to the A-10 Thunderbolt II, or as we like to call it the "Warthog". Built by Fairchild Republic, a now defunct corporation, the design and development were a result of lessons learned from the Vietnam War and the Air Force's requirements as detailed in the A-X program (responsiveness, lethality, survivability, simplicity and cost). Since it's first flight in May of 1972, the aircraft has meet or exceded those requirments and with current and future upgrades and modifications will continue to do so well into the 21st century. Now if you will please come with me to the nose of the aircraft, we will begin our tour....
Click image for more GAU-8 pictures
I always like to start with the most dominant feature of the A-10, and that would be, the GAU-8 Avenger 30mm gatling gun, built by General Electric. The GAU-8 consists of seven-barrels, a hydraulic drive system and ammo drum, that when completely installed, is larger than a small vehicle and weighs around 4,000 lbs. It has the capability of carrying 1,174 rounds of ammunition, and can fire them at a rate of 70 RPS. This provides the "Warthog" with the most lethal firepower of any fighter aircraft in the Air Force inventory. Next, we will look at the aircraft's flight control systems.
As we approach the inboard leading edge of the wing, you will see the leading edge slat. The purpose of the leading edge slat is to help prevent engine stalls during high AOA operations. It does this with the aid of the lift transducer, located on the left wing. As airflow decreases across the transducer, the slats extend approximately 6 inches allowing for an increased airflow into the engines.
On the outboard trailing edge of the wings, you will find the first of the primary flight controls, the aileron. Well actually, on the A-10, it is called a "deceleron" because it functions as both an aileron and a speed brake. Its operation is fairly simple, when the pilot moves the control stick to the right, the aileron on the right wing will move up and the one on the left wing moves down (or vis-versa). This allows the aircraft to bank (roll) to the right (or left). Then while acting as a speed brake the two surfaces will separate, opening up like a clamshell, allowing the aircraft to slow down
On the trailing edge of the wing just inboard of the "decelerons" are the flaps. Classified as a secondary flight control, they are used to increase the curvature of the wing to produce increased lift during take off and landing. The pilot has the ability to select from one of the following positions, full up / 7 degree / or full down.
Located on the trailing edge of the vertical stabs are the rudders. Our second primary flight control, operates like a steering wheel in a car. For example when the pilot wants the aircraft nose to go the right he would press the right rudder peddle in the cockpit, moving the rudders (in unison) to the right and causing the nose of the aircraft to turn (yaw) to the right.
Inside of the rudders, on the horizontal stab, we find the last of the primary flight controls, the elevators. The elevators are what allow the pilot to move (pitch) the nose of the aircraft up or down, depending on which way he pulls the stick. If he wants to pitch the nose up, he will back on the stick which drives the elevator up and results in the nose going up.
To Be continued
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